Rerailer



C. W. GRAVES.

RERAILER. APPLICATION man mums. 1921.,

Patented Mar. 21, 1922.

3 SHEETS-SHEET l- INVENTOR AfroRNlY E6fkavea 7 C. W. GRAVES.

RERAILER.

APPLICATION FILED JULY 19. 1921.

Patented Mar. 21, 1922.

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c. w. GRAVES.

BERAILER. APPLICATION FILED JULY I9, I92].

1,410,059. Patented Mar 21,1922. I 3 SHEETS-SHE 3.

7 I! 6 If /7 draw/es- INVENTOR ATTORNEY WITN E55:

UNITED STATES CHARLES W. GRAVES, 0F MCGOOK, NEBRASKA.

RERAILER.

Specification of LettersPatent.

Patented Mar. 21, 1922.

Application filed July 19, 1921 Serial No. 485,802

T 0 (LZZ whom it may concern:

Be it known that I, CHARLES V67. Graves, a citizen of the United States, residing at McCook, in the county of Red'willowand State of Nebraska, have invented new and useful Improvements in Rerailers, of which the following is a specification.

My present invention has reference, to a rerailing block or frog.

An object of the invention is to produce a rerailing frog or block which shall be of a comparatively simple construction, light. in weight so that the same can be easily handled and positioned on a rail, and having means associated therewith for locking the same to the rail.

A further object is to produce rerailing blocks of a construction whereby cars derailed either between the railsof-a track, or to the opposite sides of the said rails may again be positioned on the rails in av comparatively easy and in an expeditious manner.

A still further object is to produce rerailing frogs or blocks of a construction which will not necessitate the removal of the same from the rails when positioned thereon for rerailing a car to either side of the rails of a track, so that the wrecking car or another train can pass over the derails.

It is a still further object to produce a re railer comprising blocks arranged in cooperating pairs, each including a base that is designed to rest on the roadbed to one side.

of each of the rails of the track, said base.-

having an upwardly directed inwardly inclined member arising therefrom and. sup-- ported thereon, the said member being in the nature of a rail or track on which the.

wheels of a derailed car are to. travel, the

said member terminating in a straight crest from its first mentioned end having a slot.

therethrough whose inner wall is flush with the inclined member, whereby the flange of one of the wheels will travel over the crest without the flanges thereof contacting with the crest, the flange of the opposite. Wheel being disposed to contact with the straight side of the crest, and to be delivered onto the rail over the inclined end. of the crest,

while the crest from the side. thereof pros vided with the downwardly inclined member is grooved longitudinal-1y on. its: upper, face to provide a passage. for. the flanges of the wheels. of rolling stock. that pass over the blocks.

The. foregoing, and. other objects. which will appear as they nature. of the. invention is better understood, may. be.- accomplishedjby a construction combination and operative association of parts, such as is disclosed. by

the drawings which accompany and which form part of this specification.

In the drawingsz- F'gure 1 is a plan view illustrating the manner in which the rerailing blocks are, employed for directing a car which has. been derailed between the track onto the rails of the track.

Figure 2 is a. similar view showing the construction of the rerailers. employed for, redirecting a car on to the. track which has been derailed at an opposite angle from that disclosed in Figure 1..

Figure 8 is a side elevation of'the improvement in applied position, on an" enlarged scale.

Figure 4c is a plan view thereof.

Figure 5 is a sectional view approximately on the line 5-5 of F igure-el'.

Figure 6 is :a sectional view on. the, line 66j of Figure 4.

Figure 7 block.

Figure 8- is a side elevation. looking. toward the inner side or face of the rail.

lever. I

As disclosed in, Figures. 1 and. 2. of. the

drawings, the rerai-ling blocks or frogs are arranged in pairs, one pair being employed when a car is derailed between or to, one side.

of the rails of a track, the-other when the car isderailed to theopposite side of the. track.

Except forthe arrangement of the base with;

respect to the head or crest and thefarrangement of the inclined directing member, the

construction of each pair of rerailers. is.

similar.

Each rerailer includes a flat base l'designed, as disclosed in Figuresl and 2. of the drawings, to rest on the roadbed to one slde is a, bottom plan view ofj'th'e.

Figure 9 is a perspective view of the cam.

of the outer rails and between the rails of a railway track. From the front of the base 1 there arises a member 2 which directed angularl Y toward the track rails. This member is in the nature of an inclined plane, and inasmuch as the wheels of a derailed car are to travel thereover, I will hereinafter, for the sake of convenience, refer to the said member 2 as a track. The track 2 terminates in a straight head or crest 3. The crest 3 is designed to rest on the head of the track rails and has its under face channeled to receive the said railheads therein; The channeled under face of the head provides the same with depending flanges 4 and 5 respectively, the flange 4 being extended beneath the inclined track 2 at approximately the center thereof, thus providing the said track with aweb 6, the'said web and'track being, of course, integrallyformed with the base 1. As the outer edge of the base is disposed a suitable distance beyond the outer face or side of the inclined track 2, supporting ribs 77 are arranged between the base and the web 6 of the inclined track.

The crest 3 is provided with angle ends 8 and 9 respectively, the upper face of the said crest being cut at a downward angle to said ends, and the angle end 8 is arranged in the same direction as the inclined track 2, the opposite end 9 extending a suitable distance beyond thejuncture of the outer angle face 10 provided between the crest and the inclined track 2, or more strictly speaking the face 10 of the crest is arranged in the $211110 angle as the outer face or side of the inclined track member 2.

The crest is provided on its upper face with an angle slot 11, and the outer wall of the said slot is disposed flush with the inner side or face of the inclined track 2.

Themanner in which a car is rerailed is clearly disclosed in Figures 1. and 2 of: the

"drawings. One of the wheels 12 of the car has its flange 13 disposed in contacting engagement with the outer face or side of the me ined track 2, the second and opposite wheel 14having its flange 15 disposed in contactin engagement with the inner side or face 0% the inclined track on the cooperating rerailer. When the car wheels are moved over the inclined plane on to the crest, the flange 13 of the wheel 12 will be brought into contact with the straight surface 10 at the end of the crest and directed over the angle and 9 thereof. The wheel 14 will have its flange 15 travel through the angle slot- 11 p on the top of the crest and thus properly directedon to the second rail of the track.

Before the cars are thus placed on the tracks it is necessary to lock the rerailing frogs to the rails of the track, and to accomplish this, I have provided avery simple and effective means which will now be described. The channeled under face of the crest, at the portion thereof enclosed by the flange 5 is of a depth approximately equalling that of the thickness of the head 16 of the rails of the track, and to the under face of the said flange I pivot, as at 17 the cam head 18 of a lever 19. The engaging surface of the head 18 is serratedv as at 20, and when the lever is swung to one position the head will not only be brought beneath the head of the rail but the serrated surface thereof into contact with the web of the said rail, and as a consequence, the frog is held rigidly'on the rail.

In some instances, it may be found desirable to permit of trains traveling on the track passing over the rerailers, when dorailed cars are disposed outward of the track, or to facilitate the rearrangement of such cars on the track by the moving train. Therefore, I have provided the upper face of the crest of each of the rerailers with a longitudinal slot 21, the said slot being arranged in a line with the straight outer face 10 of the crest, and through these slots the flanges of the wheels of the rolling stock pass, when the tread surfaces thereof move over the crest, the said wheels first traveling over one of the inclined ends of the said crest before enteringthe slot, as is obvious.

As is well-known, a box car is provided with two sets of trucks with four wheels on each truck. It often happens that a loaded car gets off and astride the rails, that is, one pair of wheels are arranged on one side of the rails and the other pair on the opposite side of the rails. Now, to rerail a car of thiselass with the frog now in common use, one pair of wheels, start up the rerailer. The result is that the arched bar locks onthe chafing iron and it is almost vimpossible to rerail cars with ordinary rerailers. With my improvement, I place a rerailer in fron of each wheel so that the rims of the wheels are received in the grooves in the crest of the rerailers, with theresult that the car is quickly and easily rerailed. lVith the rerailers not provided with the grooves, the rerailer, instead of rerailing the car will tendto derail the same. A car derailed as above described requires the service of a wrecking crew in placing the same upon the track, and my improvement obviates this necessity with the result in the saving of a great amount of time and labor and without interfering with the ordinary trafiic over the road.

Having described the invention, :1 claim 1. In a rerailer for cars, a base resting on the roadbed at one side of a railway rail, on which a derailed car is to be moved, a track arising from the base and directed angularly toward the rail and terminating in a straight crest which rests on the rail, said crest having downwardly inclined ends, one disposed in the direction of the track and the other extending beyond the track,

said crest from its first mentioned end having an angle slot therethrough whose outer wall is flush with the inner face of the track, and means on the crest for locking the rerailer to the track rail.

2. In a rerailer for cars, a base resting on one side of a railway rail on which a derailed car is to be moved, a track arising from the base and directed angulai ly toward the rail and terminating in a straight crest which rests on the rail, said crest having depending flanges in contacting engagement with the sides of the head of the rail, means on one of the flanges for locking the rerailer to the railway rail, said crest having downwardly inclined ends, one disposed in the direction of the track and the other extending beyond the track, and said crest from its first mentioned end having an angle slot therethrough whose outer wall is flush with the inner face of the track.

3. In a rerailer for cars, a base designed to rest on the roadbed at one side of a railway rail on which a derailed car is to be moved, an upwardly inclined inwardly disposed track arising from said base, brace means between the track and base, said track terminating in a crest which rests on the track rails and which has depending flanges that contact with the sides of the head of the track rail, one of the faces of the crest being arranged in a line with the outer face of the track, said crest having its upper face inclined at its ends and'the outer straight face of one of the ends extending from the angle face of the crest, the upper face of said crest being provided with a longitudinal slot extending from the said straight face thereof, and being formed with an angle slot whose outer wall is flush with the inner face of the track.

4. In a rerailer for cars, a base resting on one side of a railway rail on which a derailed car is to be moved, a track arising from the base and directed angularly toward the rail and terminating in a straight crest which. rests on the rail, said crest having depending flanges that are in contact ing engagement with the opposite sides of the head of the track rail, a lever having a serrated cam face which is pivoted to the lower edge of one of the flanges and which when swung to one position is designed to be brought beneath the head of the rail and in frictional contact with the web thereof, said crest having outwardly inclined ends, one disposed in the direction of the track and the other extending beyond the track, and said crest, from its first mentioned end having an angle slot therethrough whose outer wall is flush with the inner face of the track.

In testimony whereof I affix my signature.

CHARLES W. GRAVES. 

